Automatic train-controlling apparatus.



. PATENTED JUNE 16, 1903.

C. BERGMANN.

AUTOMATIC TRAIN CONTROLLING APPARATUS.

- APPLIOATION FILED SEPT. 30, 1902.

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. M w H 3 m a A m, G- e\ l a 5 T Q un +9 M M w 0 R lw m Mm W. .ml. k A: W W. E A 3 E QQ m Q @N% No. 731,013. PATENTED JUNE 16, 1903.

G. BERGMANN;

AUTOMATIC TRAIN CONTROLLING APPARATUS.

APPLICATION FILED SEPT. 30, 1902.

o x g E 0 kg 0 5 o! o awwm foz PATENTED JUNE 16, 1903.

0. BERGMANN. I AUTOMATIC TRAIN CONTROLLING APPARATUS. APPLICATION IILED SEPT. 30, 1902.

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UNITE STATES Patented June 16, 1903. PATENT OFFICE.

CHARLES BERGMANN, OF PITTSBURG, PENNSYLVANIA.

AUTOMATIC TRAIN-CONTROLLING APPARATUS.

SPECIFICATION forming part of Letters Patent N0. 731,013, dated June 16, 1903.

I Application filed September 30, 1902. Serial No. 125,346. (No model.)

To all whom, it may concern:

Be it known that 1, CHARLES BERGMANN, a citizen of the United States, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Automatic Train- Oontrolling Apparatus, of which-the following is a specification; i

This invention relates to that typeof safety appliances for railway trains comprising means for automatically controlling the movement thereof from the existence of such danger conditions as should require the stopping of the train. v

To this end the invention contemplates an automaticallyoperatingv brakesetting and signaling apparatus, cooperating with the fluid-pressure orair-brake system of the train and comprising means for automatically setting the brakes and simultaneously alarming or notifying the engineer when two or more trains entering upon the same .block or section from the same or opposite directions approach within a given-distance from the termini of. two adjacent blocks or sections, or, in fact when any conditions arise in the block system which demand caution or stoppage on the part of the train.

Also the-invention contemplates an apparatus for automatically setting the brakes and giving a signal to the engineer when the circuits through which the apparatus is controlled are broken or disturbed by such danger conditions as, for instance, broken rails, open switches, open drawbridges, and analogous conditions.

One of the distinctive and important features of the present invention is to provide a train-controlling apparatus which will be antomatically put into operation upon the ex istence of any danger condition that may arise in connection with either the block system or the disturbance of the rails within a block, whether by broken rails, open switches, or open drawbridges, and in this particular the invention presents a peculiarly novel and advantageous feature of providing for the automatic operation of the apparatus in conjunction with both open and closed electrical circuits. In other words, the apparatus is intended for association with both open and closed track-circuits, and will automatically operate upon the disturbance of the normal condition of either of these two types of circuits.

Another object of the invention is to provide a form of apparatus in which the fluidpressure of the air-brake system of the train is utilized for a dual purposena1nely, to actuate cut-01f meansfor simultaneously releasing the air from the train-line and completely cutting off the supply of air and excess pressure from the main reservoir, and also for actuating a visual cab-signal in addition to the sounding alarms or signals which are set into action with the operation of the apparatus.

Another important object of the invention is to provide an improved type of automatic circuit-controller cooperating with the pressure-supply controller for the pneumaticallyoperated'parts of the apparatus and embodying means for adapting'the apparatus to operate in connection with closed circuits.

A further object of the invention is to provide a simple and convenient type of engi-- neers release-switch associated with both the open and closed circuit connections, whereby when the apparatus is operated from either the open or closed circuits the engineer can temporarily restore the apparatus to a normal condition should he desire to back the train or proceed along cautiously.

\Vith these and many other objects in view, which will more readily appear as the nature of the invention is better understood, the same consists in the novel construction, combination, and arrangement of parts which will be hereinafter more fully described, illustrated, and claimed.

The essential features of the invention involved particularlyin the common means for simultaneously setting into action the cut-off means for the air-supply from the main reservoir and the actuating means for the visual signal and also in the automatic circuit-controller for the closed-circuit connections are necessarily susceptible to a variety of modifications without departing from the spirit or scope of the invention. However, the preferred embodiment of the several improvements is shown in the accompanying drawings, in which Figure l is a diagrammatic view of that portion of I a fluid-pressure or air-brake system of the Westinghouse type with which the train-controlling apparatus contemplated by the present invention is preferably associated and illustrating a practical way of coupling up the apparatusviz., in the line of the airsupply pipe between the main reservoir and the engineers brake-valve, whereby the engineer may be deprived of the use'of the excess pressure in the main reservoir when the apparatus is rendered active. Fig. :2 is a diagrammatic plan view showing a preferred and practical arrangement of the blocks and track-circuits (both of the normally open and normally closed type) which are designed for automatically setting into action the apparatus upon the disturbance of either type of circuit. Fig. 3 is a plan view of the apparatus, showing in diagram the various circuit connections associated with the different mechanisms. Fig. 4: is a longitudinal sectional view on the line 4 4 of Fig. 3, showing the various elements in their normal or at-rest positions. Fig. 5 is a similar view showing the different elements in active positions to effect the cut oif of the excess pressure of the main reservoir from the engineers brake- Valve, to provide for the release or escape of air from the train-line, and also to provide for actuating the visual signal to a danger position. Fig. 6 is a detail horizontal sectional view of the automatic circuit-controller, showing the elements thereof in a diiferent position from that indicated in Fig. 3. Fig. 7 is a detail sectional view on the line 7 7 of Fig. 3, showing the position which the motive-agent supply and exhaust valve assumes when the apparatus becomes active with the elements adjusted to positions indicated in Fig. 5 of the drawin gs, in which position the air under pressure is delivered to the actuator for the cut-oif and also to the actuator forthe visual signal. Fig. 8 is an enlarged detail sectional view on the line 8 8 of Fig. 7. of a form of lens-frame that may be employed as the visual signal controlled by the air-pressure of the brake system.

Like reference characters designate correspon ding parts throughout the several figures of the drawings.

In view of the dual adaptability of the apparatus for operation upon both open and closed circuits it will be obvious that the same will operate in conjunction with tracks wired for either or both of these types of circuits; but in the preferable carrying out of the invention it is contemplated that the tracks shall be wired for both open and closed circuits, so'that the apparatus will operate upon any danger arising peculiar to either of these types of circuits.

For controlling the train in connection with the block system it is necessary to provide for the track suitable normally open circuits designed to be closed at proper points through the axles of the train or trains, and while any practical arrangement of track-circuits, in connection with the usual blocks, may be Fig. 9 is a detail elevation adopted in the carrying out of the invention, still a preferred wiring of blocks is shown in Fig. 2 of the drawings. In this figure of the drawings the blocks, which are of the usual lengths, are designated, respectively, by the reference-letters A, B, O, and D, with the contiguous ends of adjoining blocks insulated from each other, as indicated at I. Also in the arrangement of the track-blocks shown in the drawings the ends of adjoining blocks overlap, whereby the end of one block will project partly over an adjacent block, so that the 10- comotive of a train will enter upon a succeeding block while the larger portion of the same train remains on and within the immediatelypreceding block. 1 This arrangement is of importance, inasmuch as it provides, through the medium of the apparatus contemplated by the present invention, means for automatically applying the brakes of a train which enters the block from which another train has just departed. The said successive overlapping blocks A, B, O, and Dare alternately connected by normally open incomplete circuits, the circuit-wires for the blocks A C and B D being designated, respectively, by the reference characters ac and 1) cl, as indicated in Fig. 2 of thedrawings. Each of said normally incomplete circuits a c and b (1 includes a battery 1 or other source of electrical energy. It will be observed that the circuitwire a leads from one pole of the battery to one rail of the block A, while the wire 0 leads from the other pole of said battery to the opposite rail of block 0. This order is preserved throughout the entire series of blocks into which the track is divided and is a common system of wiring overlapping blocks of railway-tracks, so it will be understood that this system is shown simply for illustrative purposes and to explain the operation of the apparatus in conjunction with normally open track-circuits.

Also in the carrying out of the invention it is necessary to provide means for setting into operation the apparatus at any point when such danger conditions arise as broken rails, open switches, or open drawbridges. Hence provision is made for maintaining a normally closed circuit through the rails of each block and the apparatus on the train. This may be provided for simply by connecting the rails of each block in a closed-circuit loop 6 f, within which is also included. a battery 1 or other source of electrical energy, it being observed that the wire 6 leads from one pole of the said battery 1 to one rail, while the wire f leads from the other pole of the same battery to the directly-opposite rail of the same block. The batteries 1 and 1 associated with both the open and closed circuits referred to may be arranged at stations or housed at any convenient points in the line of the road and are entirely independent of the local battery hereinafter referred to as associated. with the apparatus carried by the train.

Through the employment of the present invention it is preferably intended that when the train reaches any danger position, such as suggested, air in the train-line is automatically released and simultaneously the excess pressure is cut off between the main reservoir and the engineers brake-valve, whereby the brakes become automatically set and the engineer is also cut out of such control of his valve as would permit of a release of the brakes. As this result is a most desirable one, to guard against such manipulation of the engineers brake-valve as would permit the release of the brakes it is preferable in the carrying out of the invention that the apparatus be coupled into the line of the reservoir-pipe between the main reservoir and the engineers brake-valve, although it should be understood at this pointthat the apparatus could be coupled into the air-brake system at any other suitable point where a similar result would be secured. However,

for illustrative purposes there is shown in Fig. l of the drawings a diagrammatic view of that portion of a fluid-pressure orairbrake system of the ordinary \Vestinghouse type with which the present invention is preferably associated. In systems of this type the same comprise means whereby the brakes are applied by exhausting the air from the main train-line either from the engineers brake-valve or at any other point in the line.-

In the drawings the numeral 2 designates the ordinary engineers brake-valve having the direct reservoir-pipe connection 3 with the main reservoir 4, receiving its supply of air from the air-pump 5, controlled by and operated in the usual manner. The valve 2 also has connected therewith the train line or brake pipe 6, connecting with the apparatus of the entire trainviz., the triple valve, auxiliary reservoir, and brake-cylinder of each car.

ing the subject-matter of the present invention embraces in its general organization a main cut-off valve cooperating with the passage-way through the main-reservoir pipe, a

fluid-pressure-valve actuator for said main provided with a straight-away unobstructed air-passage S, in a direct line of communication with the portions of the main-reservoir pipe 3, coupled to the casing. The said passage 8 extends diametrically across the mainvalve casing and through the opposite pipenecks 9 and 10, respectively coupled tothe separate portions of the pipe 3,which connects The train-controlling apparatus constitutthe engineers brake-valve with the main reservoir. The valve-casin g 7 is further provided with an extended tubular sleeve-valve bearing 11, projecting from the body of the casing at one side of the plane of the through-passage 8, and at the opposite side of the latter passage the casing has extended therefrom an offstanding guide-tube 12, disposed within the longitudinal plane of the bearing 11 and practically constituting a continuation or extension thereof.

The guide-tube 12 preferably consists principally of a detachable housing-tube 12, pro-- vided with a detachable cap or closure 13, having therein a relief-port 14, which permits of the free circulation of air into and out of the said tube during the action of the main cut-off valve 15. The end of the main cut-off valve 15 extending into the guide-tube 12 is preferably formed with a reduced neck 15,

receiving thereover one end of the coiled resetting-spring 15", housed within the tube 12 and acting in the capacity of a readjusting device for restoring the valve 15 to its normal at-rest position when it is desired to again open up communication through the mainreservoir pipe 3.

The cut-off valve 15 is preferably in the form of a single rod or spindle having a close reg-- obstruction is presented to the passage of air through the pipe 3.

- The valve 15 not only controls communica tion between the main reservoir and the engineers brake-valve, but also provides for the release of the air-pressure in the train-line under service conditions which provide for setting the brakes into action. To effect this result, the valve or valve-rod 15 is provided in the side thereof with a longitudinally-disposed air-conducting channel 20 of such a length as to provide in one position of the valve a circulating-passage between that portion of the pipe 3 communicating directly with the engineers brake-valve and the air-release port 21, provided in one side of the bearing 11- for the valve. In the present invention the air-conducting channel 20 may also be utilized as a guiding means for the valve by receivinga retaining-stud 18, which may conveniently be a projection of the inner end of the tubular ported nipple 22, fitted in the air -release port '21. The retaining device, consisting of the stud 1S, and the channel or groove 20, into which it projects, also prevents turning of the valve.

In connection with the air-conducting channel 20 it'is to be noted that the same is of such extent and so related to the valve-openinglti that the end of said channel nearest the valveopening is a greater distance from the latter than the width of the same, whereby the valve-' opening is compelled to pass into and be entirely covered by the guide-tube 12 before the said end of the air-conducting channel opens communication between the train-line and the release-port 21. This prevents the premature sounding of theengineers alarm-signal 22, usually associated with the air-release port 21. This engineers alarm-signal 22 is indicated in the drawings as being of the whistle type and preferably fitted to and communicating with an air-release chamber 23, sustained by the ported nipple 22 and having suitably arranged therein a normally closed air-released valve 24. Any equivalent device may be associated with the air-release port 21, although the device described possesses advantage, inasmuch as it provides an alarm actuated by the escaping air released from the train-line. V

The main reciprocatory cut-off valve 15 is actuated through the medium of an actuator operated by the direct pressure of air from the main reservoir. In this preferable construction the fiuid-pressure-valve actuator consists of a fluid-pressure cylinder or piston chamber 25 and a valve-actuating piston 26, working therein. The said cylinder or chamber 25 is illustrated as being provided at one end witha threaded coupling-neck 27, fitting in a correspondingly-threaded socket 28, provided at the end of the sleeve-bearing 11 op-- posite the main body of the valve-casing 7. The neck 27 practically constitutes a part of the bearing for the guiding of the valve rod or spindle 15, and the latter extends intothe cylinder or chamber 25 to constitute the piston-rod member to which the valve-actuating piston 26 is secured. At the side or end oppo site its connection with the sleeve-valve bearing 11 the fluid-pressure cylinder 25 is provided with a coupling-neck 30, having therein a reduced combined air supply and exhaust opening 31. To this neck is coupled one end of a sleeve-valve chamber 32, the other end of which is suitably coupled to and supports the magnet-case 33, which houses or incloses an electromagnet 34, constituting a part of the automatic pressure-s11 pply controller for the valve-actuator, consisting of the cylinder 25 and the piston 26. The magnet-case is preferably constructed as shown in the drawings, the same consisting of a cylindrical boxing open at one end and having fitted to such end a detachable cap or cover 37 The electromagnet 34 within such case is illustrated as being fitted with a tubular core 38, having a flanged head 39 engaging one of the magnet-heads and having its opposite end projecting through the closed end of the case and formed with an exterior threaded portion 41, engaged by the coupling flange or neck 42 at one end of the sleeve-valve chamber 32. The exposed end of the core at the capped end of the magnetcase controls in one direction the movement of the armature 43. to a fixed movement by working loosely over the guidewpins 44, projecting from the adjacent end of the magnetbody, and upon the pins are mounted the read justing-springs 44*. These springs move the armature away from the adjacent end of the magnet-body when the latter is deenergized.

The armature 43 is suitably fastened to one end of a plunger-valve or valve-rod 45, extending entirely through the core 38 and having a portion thereof slidably registering within the valve-chamber 32, which is in communication with the cylinder 25 through the opening 31. The valve 45 constitutes a motive-agent supply and exhaust valve for controlling the fluid or other motive agent under pressure, which provides for operating the piston 26 for the valve-actuator and also the piston of the visual-signal actuator, to be presently referred to. The portion of the valve or valve-rod 45 working within the valvechamber 32 is provided within the end thereof with a longitudinally-disposed air-passage 46, which is constantly in communication with that part'of the chamber 32 in which opens the opening 31 of the cylinder 25. Also the said portion of the valve 45 within the chamber 32 is pierced laterally by the inlet and exhaust ducts 47 and 48, respectively, and also by a supplemental single feeding-duct 48. All of said ducts 47, 48, and 48 are always in communication with the main air-passage 46 of the valve-rod 45; but the inlet and exhaust ducts 47 and 48 are disposed in different transverse planes, whereby the said ducts are to be separately brought into action at different times. Thesaid other supplemental feeding-duct 48 is preferably arranged in the same transverse plane as the main inlet-duct 47 for the purpose of operating the visual-signal actuator in the manner to be presently referred to. I

The air-inlet duct 47 is designed to be moved in and out of communication with the airinlet port 49, which is in communication with one end of the motive-agent-supply pipe 50, preferably consisting of simply a by-pass pipe connection with the main, reservoir-pipe 3. The motive-agent-supply or by-pass pipe is suitably coupled to one side of the sleevevalve chamber 32 so as to communicate with the air-inlet port 49 of said chamber, while the other end of the said pipe 50 may be conveniently connected with the pipe-neck 10 of the main-valve casing 7 at one side of said pipe-neck and preferably through the medium of a nipple connection 50. The said pipeneck 10 is usually provided with a pair of said nipple connections 50, arranged,respectively, at opposite sides of the neck 10, and either of which may be employed for the connection of the pipe 50, according to the side of the locomotive upon which is located the air-brake apparatus. The nipple connection or fitting 50 This armature is held By reason of the construction and arrangement of parts just described means are provided whereby when the duct 47 is brought into register with the air-inlet port 49 air under pressure from the main reservoir escapes into the cylinder 25 at one side of the piston 26 to provide for forcing said piston in a direction for closing the main cut-off valve 15, and in connection with the air-exhaust duct 48 it is to be noted that the sameis designed to be moved in and out of register with the exhaust-port 51 of the sleeve-valve chamber There is preferably coupled to the latter, so as to communicate with the said exhaustport 51, a blow-off whistle or equivalent device 52, which permits of the free exhaust of the air from the port 51, while at the same time acting as a safety or O K signal which sounds after the brakes have been released and the parts of the apparatus permitted to resume normal positions.

The supplemental feeding-duct 48, in communication with the air-passage 46 and also with the inlet-duct 47, is designed to be carried by the valve 45 in and out of register with the signal-port 53, piercing the side of the valve-chamber 32 and in communication with a conducting-pipe 54. This conducting-pipe is suitably coupled at one end to one side of the valve-chamber 32 and at its other end has a coupling connection 55 with one end of a fluid-pressure cylinder 56, constituting one of the elements of the fluid-pressure-signal actuator. The said fluid-pressure cylinder 56 is provided at one end with a combined supply and exhaust opening 57, constantly in communication with the pipe 54, and accommodates for movement therein a signaloperating piston 57, mounted on the inner end of a piston-rod 58, working through a stuffing-box 59 at one end of the cylinder and.

having a signal-stem extension 60, to the outer extremity of which is detachably or otherwise suitably connected, as at 61, a visual signal 62. This visual signal maybe in the form of a semaphore-blade or shaped in any type of signal such as known to the art of railway signaling; but in the preferable embodiment of the invention the said visual signal 62 consists of alens-frame 63, formed with one or a plurality of circular lens-holders 64, carrying colored lenses 65. In the drawings the lens-frame 63 is illustrated as being provided with a pair of lenses which are respectively white and red and are designed to play in front of or at one side of a signal-lamp convenientlysupported in any approved manner within the cab, so that the adjustment of the lens-frame will provide for exhibiting either a danger or safety light to the engineer, according to the condition of the apparatus. In day-time the lens-frame operates as an ordinary semaphore-blade, but constitutes at all times a visual signal which will be permanently displayed to the engineer in his cab, irrespective of the soundingsignals constituting parts of the apparatus.

said magnet 34.

The signal-stem extension 60, which carries the visual signal 62, operates through a housing-tube 66, mounted upon the cylinder 56 and accommodating therein an ad justingspring 67, having a bearing against the piston-rod 58 and serving to restore the visual signal to a normal at-rest position when the pressure of air is removed from behind the piston. The air may be exhausted from the cylinder 56 in any convenient manner, but preferably by providing the plunger-valve 45 with a supplemental single exhaust-duct 68, transversely piercing the valve or valve-rod 45 in a different tr;nsverse plane from the feeding-duct 4S and designed to be brought into register with the signal-port 53 when the valve 45 is drawn back to its normal at-rest position under the influence of the readjusting-springs 44 after the magnet 34 has become deenergized. A pin or stud 67, engaging a longitudinal groove 67 in the piston-rod 58, serves to maintain the latter in a fixed reciprocation.

The apparatus so far described will operate in conjunction with normally open circuits, and hence in connection with the normally incomplete open circuits associated with the separate blocks of the track. It will therefore be understood that under normal conditions the magnet 34 of the pressure-supply controller is deenergized and the armature 43 held away from the core by the springs 44,

case 33, to provide for the plurality of Wire connections which are associated with the In the wiring of the apparatus on the train one of the terminals of the magnet 34 has connected therewith a circuitwire 2', leading to the front axle of the locomotive or train, while the other terminal has connected therewith a circuit-wirej, leading to the axle of the tender or last car, and in the line of one of said circuit-wires is preferably included a two-point en gineers release-switch 71, simply consisting of a switch-lever 72, playing between the separate contacts 73 and 7 4, respectively, only one of which contacts 73 has a wire connection therewith. Whenever a train meets with any of the danger conditions which prevail in the ordinary block systems, an electrical circuit will be closed over the wiring and through the electromagnet 34. For illustrative purposes one of these conditions is indicated in Fig. 2 of the drawings.

In this figure of the drawings T designates the first train which is passing out of block B into block 0, and the rearmost axle of such train is in metallic contact with one of the rails of block 0 and the opposite rail of block B on account of the overlapping relation of the blocks. T designates the following train just entering block B from block A, and the front axle thereof has entered entirely upon block B. With this position of the trains a circuit will be closed from one pole of the battery 1 through wire a, one rail of block A, tender or last car-axle of T wire 3", leading from such axle to one of the terminals of the magnet 34, magnet 34,'wire 1', front axle of T one rail of block B, axle of T, and wire 0 to battery 1. normally open circuit is thus automatically closed by the system of wiring described or by any other approved system of track-circuits, the magnet 34 becomes energized. Upon energization the magnet 34 attracts its armature 43, with the consequence of thrusting the motive-agent-supply valve inwardly and bringing the inlet-duct 47 and the single feeding-duct 48 into register,respectively, with the ports 4!) and 53. Thereupon the air under pressure passes from the pipe 50 into the air-passage 46 of the valve 45 and distributes itself directly into the separate fluidpressure cylinders 25 and 56. The pistons in both of these cylinders are immediately operated to respectively close the cutoff valve 15 and to move the visual signal 62 to danger position. Hence simultaneously a visual signal is exhibited at a danger condition and the pressure of .air out off between the engineers brake-valve and the main reservoir. At the same time the air-conducting channel 20 is brought into communication with the passage-way through the main-valve casing and provides for the release of air from the train-line to the air-releaseport 21, whereby an automatic setting of the brakes takes place. Should the engineer desire to regain control of the train for the purpose of backing or proceeding ahead cautiously, he can do so by simply manipulating the releaseswitch 71. The lever 7 2 may be thrown to the dummy contact 74, thus opening or breaking the circuit, which causes the denergization of the magnet 34 and the consequent restoration of all parts of the apparatus to normal port 51 the O K signal 52 is sounded.

Up to this point theinvention hasonly been described solely with reference to the operation thereof in connection with normally open When the.

circuits; but a very important feature of the invention. resides in the provision of means whereby the apparatus will operate in conjunction with normally closed circuits, so that danger conditions which may prevail within a block will automatically operate the apparatus in exactly. the manner already ex plained that is, to provide for simultaneously closing the main cut-ofi valve, establishing a line of release from the train-line, and actuating the visual signal. The invention provides for this in the employment of what may be properly termed an automatic electrical circuitcontroller, designated in its entirety by the reference-number 7 5. lhis circuit-controller .includes in its organization an electric magnet 76, preferably inclosed within a magnetcase 77. This magnet-case is substantially like the onealready described for the magnet 34 of the pressure-supply controller and is provided with an open end having a detachable cap or cover 78, within which cap or cover is provided sufficient space for the play of the armature 7 9, working over the adjacent exposed end of the core 80. The said core is preferably of a tubular form, the same being provided with a flanged end 81, engaging one of the magnet-heads and having its opposite end extended through the closed end or wall of the case and provided with an exterior threaded portion 82, which is engaged by the cap-nut 83, serving to hold the several parts of the case and the inclosed magnet in properly-assembled relation. The movement of the armature 79 is controlled in one direction by the adjacent end of the core 80, and its movement in the opposite direction is eifected by the adjusting-springs 84, disposed between the armature and the adjacent end of the magnet-body and mounted on the guide-pins .85, over which the armature loosely works.

The armature 79 for the magnet 76 is bolted or otherwise rigidly fastened to one end of the reciprocatory switch-stem S6, slidably working through the tubularcore 80, and beyond one end of the magnet-case. The end of the reciprocatory switch-stem 86 exterior to, the magnet has suitably fitted thereto a transversely-arranged cross-plate 87, constituting a movable contact member and preferably provided with rounded edges 88, adapted to be presented to either of the spaced pairs of posts 89 89 or 90 90. The separate pairs of posts 89 89 and 90 9O are preferably mounted upon a suitable base 91, projecting beyond one end of the magnet-case and cooperating with the movable contact member or cross-plate 87 when the same is at the limit of its movement in either direction. The posts 90 90 simply act in the capacity of stops or rests against which the plate 87 engages or bears when at its outer limit of movement; but the other pair of. posts 89 89 constitute contact-posts and,together with the plate 87,form an electrieally-controlled circuit-closer for a supplemental working circuit for the electrical pressure-supply controller previously referred to. \Vhen the plate 87 is at its inner limit of movement, the same is in contact with the posts 89 S9 and completes an elec trical circuit, of which said posts form a part in the manner to be presently described. Inasmuch as the electrical circuit-controller 75 just described is designed to be operated in conjunction with normclly closed circuits,

such as provided for by the closed-circuit connections e f for the track, the wiring is such that a closed circuit is normally maintained through the magnet 76, with the consequence of holding the armature 79 attracted by the magnet-core, and hence holding the switchstem thrust outward, with the plate or contact member 87 moved against the rest-posts 9O 90 and out of contact with the contact-posts 89 89.

The circuit connections for maintaining the normally closed circuit through the magnet 7 6 simply consists, in addition to the track-wiring 6 f, of the magnet-circuit wires 70 Z, which arerespectively connected with the separate terminals m n of the magnet 76 through the medium of the connector-blocks 92 and 93, fitted to the magnet-case 77. The terminals of the wires kl opposite their connection with the-magnet-terminals are both connected to the engine-frame, so that underall safety conditions a normally closed circuit will be com pleted as follows: track-battery 1, wire 6, one rail of track, engine-frame, wire 7;, magnet 76, wire Z, engine-frame, other rail of track, and wire f to battery.

In conjunction with the circuit-closer, consisting of the movable contact member 87 and the contact-posts 89 89, there is employed a supplemental working circuit for the pressuresupply controller, which may be designated in its entirety by the reference character 33. This supplemental working circuit includes a local battery 94, to one terminal of which is connected a working-circuit wire 0 and the other terminal of which is connected to one of the contact-posts, S9. The other contact-post, 89, has a wire connection 1) with one of the terminals of the magnet 34 through the inc-- dium of the terminal connector-block 69, and separate sections of the wire 13 are preferably connected to the separate terminals 95 of an auxiliary electric alarm-bell 96, which constitutes an additional alarm for the engineer when the closed-circuitportion of the apparatus is thrown into action. The other terminal of the said local battery 94has connected thereto one end of a return-wire q, having a connection with the other terminal of the magnet 34 through the medium of the c011- nector-block 70.

In connection with the supplemental work.- ing circuit there is also employed an engineers release-switch 97 ,which essentially consists of a base having the separate contactpoints 98 and 99 and a swinging switch-lever 100, arranged to be moved into engagement with either of said contact-points. A distinctive feature of this engineers releaseswitch for the supplemental working circuit resides in having the pivotal point of the switch-lever 100 permanently connected with one switch-point 98 through the medium of a permanent connecting-wire r, and as the separate sections of the working-circuit wire 0 are connected with the same points the wire a" will, in effect, constitute a continuation of the said supplemental working-circuit wire 0. The other contact-point, 99, of the switch is included in a releasing-circuit, one wire 5 of which has one terminal connected with said point 99 and its other terminal connected with the magnet-terminal m of the magnet 7 6 through the connector-block 92. The said releasing-circuit also includes the wire i, having suitable connection with the return-wire q for the local battery and also connected with the magnet-terminal n of the magnet 76 through the medium of the connector-block 93. Under normal conditions the releasingcircuit is broken by the switch-lever 100 being moved away and out of contact with the switch contact-point 99.

In the event of broken rails, open switches, open drawbridges, or any similar condition that would open the closed circuit above described and which includes the magnet 76 such magnet becomes deenergized and the springs 84 move the armature 79 in a direction for drawing the cross-plate or contact mem' ber 87 in engagement with the contact-posts 89 S9. Immediately upon the parts assuming such position the supplemental working circuit is closed, as follows: Battery 94, wire 0, (including permanent switch-wire -r,) post 89, plate 87, post 89, electric bell 96, terminal g of magnet 34, terminal h of said magnet, and return-wire q to battery. Upon the establishment of this supplemental working circuit the magnet 34 is energized to provide for setting into operation the main cut-off valve and the visual-signal actuator in the manner already fully described. Should the engineer desire to regain control of the train for any purpose, the switch-lever 100 is thrown. in con- .tact with the point 99, thus establishing a temporary releasing-circuit, as follows: Battery 94, section of wire 0, wire 4, switch-lever 100, switch-point 99, wire 3, one terminal of magnet 7 6, magnet 76, other terminal of said magnet, wire 25 and return-wire q to battery.

Upon the establishment of this circuit the magnet 7 6 becomes energized, thus causing the plate 87 to be moved out of contact with the post 89 89, whereby the supplemental working circuit, including the magnet 34, is broken, consequently enabling the main cutoff valve and visual signal to become again opened up to reestablish the engineers control over the excess pressure in the main reservoir.

From the foregoing it will be understood that in closed-circuit work the automatic circuit-controller operates in conjunction with the pressure-supply controller, while in opencircuit work the latter controller operates independently in conjunction with its own Wire connections for open circuits.

Various changes in the form, proportion,

and minor details of construction. may be re-,

sure actuator and provided with an air-inlet port in communication with the air-brake system, said valve-chamber being further provided with a plurality of exhaust-ports, and an electrical pressure-supply controller having a single valve working in said valve-chamber and having a plurality of communicating ducts and passages cooperating at different times with the inlet and exhausting ports of the valve-chamber, substantially as set forth.

2. In an apparatus of the class described, an air-controlling mechanism connected with the fluid-pressure brake system and having a valve comprising means for effecting a set ting of the brakes, a fluid-pressure actuator for the brake-setting valve, a valve-chamber having communication with said fluid-pressure actuator and provided with an air-inlet port in communication with the air-brake system, and also with separate exhausting-ports, and an electrical pressure-supply controller having a single plunger-valve Working in said valve-chamber and provided With a longitudinally-disposed air-passage and With an inlet and exhaust duct laterally piercing the same and arranged to communicate respec tively With the air-inlet port and one of the exhaust-ports, said valve being further provided with a pair of ducts communicating with the air-passage of the valve and adapted to communicate at different times with the other of said exhausting-ports.

3. In an apparatusof the class described, an air controlling mechanism comprising means foreifecting a setting of the brakes and operable upon open and closed track-circuits.

' 4. In an apparatus of the class described, an air controlling mechanism comprising means for the control of the excess pressure of the main reservoir and also for the release of air from the train-line, and controlling means for said mechanism operable upon both open and closed track-circuits.

5. In an apparatus of the class described, an air-controlling mechanism connected with the fluid-pressure brake system and having a valve comprising means for controlling communication between the main reservoir and the engineers brake-valve, and also for releasing air from the train-line, and controlpressure actuator for said valve, an electrical pressure-supply controller set on a normally open circuit, and means for operating said electrical pressure-supply cont-roller 011 both open and closed circuits.

'7. In an apparatus of the class described, an air-controlling mechanism having a valve for effecting the setting of the brakes, a fluidpressure actuator for said valve, an electrical pressuresupply controller set on a normally open circuit, an electrical circuit-controller set on a normally closed circuit, and a supplemental working circuit for the pressure-supply controller including the latter and also the circuit-controller. V

8. A brake setting apparatus comprising an air-controlling mechanism connected with the fluid-press ure brake system and includin a plurality of fiuid-pressure-actuated devices, a pressure-supply controller common to said devices, and means for automatically operating said controller upon both closed and open circuits.

9. In an apparatus of the class described, an air-controlling mechanism connected with the fluid-pressure brake system and having a brake-setting valve, a fluid-pressure actuator for the valve, an electrical pressure-supply controller set on a normally open circuit, an electrical circuit-controller set on a normally closed. circuit, and a supplemental working circuit controlled by the circuit-controller and including the said pressure-supply controller.

10. A brake-setting apparatus comprising an air-controlling mechanism connected With the fluid-pressure brake system, and having a plurality of fiuid-pressure-operated devices, an electrical pressuresupply controller set on a normally open circuit, an electrical circuitcontroller set on a normally closed circuit, and a supplemental Workin g circuit controlled by the circuit-controller and including a local battery and the said pressure supply controller.

11. In an apparatus of the class described, an air-controlling mechanism having a fluidpressure operated brake setting valve, an electromagnetic pressure supply controller included in a normally open track-circuit, an electromagnetic circuit-controller included in a normally closed track-circuit, and a supplemental local Working circuit controlled by the circuit-controller, said supplemental working circuit including a local battery and the electromagnetic pressuresupply controller.

12. In an apparatus of the class described, an air-controlling mechanism connected With the fluid-pressure brake system, an electromagnetic pressure-supply controller for said mechanism included in a normally open trackcircuit, an electromagnetic electrical circuitcontroller included in a normally closed track- IIO circuit, a supplemental local working circuit controlled by the circuit-controller and including a local battery and the magnet of the pressure-supply controller, and a releasingcircuit including the magnet of the circuitcontroller, the local battery, and a switch.

13. In an apparatus of the class described, an air-controlling mechanism for the fluidpressure brake system, an electromagnetic pressure-supply controller for said mechanism included in a normally open track-circuit, an electromagnetic circuit-controller comprising a magnet having an armature and a circuit-closer consisting of spaced contacts and an armature-controlled switch-stem carrying a contact member for engagement with both of said contacts, and a supplemental working circuit including the separate contacts of the circuit-closer, a local battery and the magnet of the pressure-supply controller.

14. In an apparatus of the class described, an air-controlling mechanism for the fluidpressure brake system having an electromagnetic pressure-supply controller included in a normally open track-circuit, an electromagnetic circuit controller included in a normally closed track-circuit and comprising an electromagnet, a spring-actuated armature controlled in one direction by the magnet, and a circuit-closer consisting of a pair of spaced contacts and a reciprocatory stem connected with the armature and carrying a crossplate constituting a moving contact member movable against and away from the said contacts, and a supplemental working circuit including the spaced contacts of the circuitcloser, the magnet of the pressure-supply controller, and a local battery.

15. A brake-setting apparatus comprising an air-controlling mechanism for the fluidpressure brake system having an electromagnetic pressure-supply controller included in a normally open track-circuit, an electromagnetic circuit controller included in a normally closed track-circuit and comprising an electromagnet, a spring-actuated armature controlled in one direction by the magnet, and a circuit-closer consisting of a pair of spaced contacts and a reciprocatory stem connected with the armature and carrying a crossplate constituting a moving contact member movable against and away from the said contacts, a supplemental working-circuit including the spaced contacts of the circuit-closer, the magnet of the pressure-supply controller and a local battery, and a releasing-switch.

16. In an apparatus of the class described, an air-controlling mechanism for the fluidpressure brake system having an electromag netic pressure-supply controller included in a normally open track-circuit, an electromag netic circuit-controller having a circuit-closer consisting of a pair of spaced contacts and an armature-actuated stem carrying a contactplate for bridging said contacts, a local battery, an engineers release-switch having a permanent connection between the switch lever and one of its points, a supplemental working circuit including the contacts of the circuit-closer, the magnet of the pressure-sup ply controller, the local battery, and the permanent connection of said switch, and a releasing-circuit including one point of the switch, the magnet of the circuit-controller, and said local battery.

In testimony whereof I affix my signature in presence of two witnesses.

CHARLES BERGMANN.

NVitnesses:

Row. P. MOORE, MoK. GRIFFITH. 

